Ford Dana 44 TTB

The Dana 44 TTB (Twin Traction Beam) was used in the front of Ford F-150’s from 1980 to 1996 and the full size Ford Bronco from 1980 to 1997. Production on the Ford Bronco completely ceased, but the Ford F-150 switched to an 8.8 IFS front axle in 1997.

The Dana 44 TTB was a variation of the reverse cut solid axle Dana 44 used by Ford. It appeared in the F-150’s and Bronco’s with coil springs and in the F-250 as a heavy duty version with leaf springs. In 1987 the F-250 version was replaced with a Dana 50 TTB.

The medium version was the Dana 44HD TTB used on light duty (under 8500# GVW) F250s. This system uses leaf springs for both suspension and locating the axle housings (i.e., there are no radius arms w/ the leaf springs). The medium version uses the same Dana 44 model differential. The axle housings for the Dana 44HD TTB are made of slightly heavier gauge steel and they are shorter and bigger than the light duty system. Because of the difference in length between the light-duty system and the heavy duty systems, the pivot brackets are designed differently and attach to the front crossmember in different locations. The 44HD system uses bigger steering knuckles, spindles, bearings, and hubs (8-lug) than the light duty version, and they cannot be interchanged. The only component interchangeable between the 44 and 44HD are the locking hub mechanisms.

The heaviest version of the TTB system was the Dana 50 TTB used on F250HD (over 8500# GVW) trucks and ’80-’85 F350s. This system uses a Dana 50 model differential w/ 9″ ring gear. The same axle housings are used for both the Dana 44HD and Dana 50 TTB systems, so the only difference between them (out to the spindles) is the differential. There were actually two different versions of the Dana 50 TTB. The lighter Dana 50 TTB used the same components as the Dana 44HD TTB on F250HDs from 1980 to 1983 or so. The heavier version used somewhat bigger axle shafts, u-joints, spindles, bearings, hubs, and hub lockouts on F350s and later model F250HDs.

Specifications

Ring Gear Diameter

8.5-inches

Carrier Breaks

3.73 Higher / 3.92 Lower

Ring Gear Bolts

10×3/8 inch

Pinion Shaft Diameter / Splines

1.376 inch / 26

Inner Axle Shaft Diameter / Splines

1.31 inch / 30

Outer Axle Shaft Diameter / Splines

1.21 inch / 19

Inner Axle Shaft Minimum Diameter

1.10 inch (necked)

Outer Axle Shaft Minimum Diameter

1.10 inch

U-Joints

5-297x

Maximum Tire Diameter

35-inches

Pinion Bearing Preload

14-19 in lbs (new) 6-9 in lbs (used)

backlash

.006-.010 inches

Ring Gear Torque

55 lbs-ft

Carrier Bearing Cap Torque

60 lbs-ft

Pinion Nut Torque

200-220 lbs-ft

Dana 44 TTB (click to enlarge)

Dana 44HD / Dana 50 TTB (click to enlarge)

The Dana 44 TTB was never offered in the Ford Ranger but some enthusiasts have adapted into the Ranger.

The above two photos are equipped with Dana 44 TTB’s using components from Autofab. Note that the yellow Ranger above is using wider fiberglass fenders. Unless you want a wider stance, we don’t think your going to gain much more than if you just did the Dana 44 Knuckle Swap HERE. The main key thing here is the axle benefits of the 35/44 hybrid. You’ll have 1/2 ton outers meaning you have better hubs, wheel bearing spacing and larger rotors and calipers than on the Dana 35.

Shaft wise, the Dana 44 stub shafts are larger than the stub shafts on a Dana 35. It’s interesting to note, that the Dana 44 shafts have a neck-down on them that tapers down to 1.09″ inches. The smallest point on the Dana 35 shafts is 1.16″ inches where it tapers down to go in to the carrier. The only shaft on a Dana 35 that is smaller than the neck-down on the Dana 44, is the Dana 35 stub shaft, which is 1.0625″ inches. Therefore, swapping the Dana 44 stub shaft on to a Dana 35 will actually result in a axle assembly with larger axles than the Dana 44.

If you do want to use a Dana 44 TTB and want beefier beams, Camburg offers offer pieces as well.